3.e parks & open space design guidelines...design guidelines new jersey department of...

DESIGN GUIDELINES

NEW JERSEY DEPARTMENT OF TRANSPORTATION NEW JERSEY DEPARTMENT OF TRANSPORTATION

New Jersey Route 57 Conceptual Corridor Plan

DESIGN GUIDELINES PARKS & OPEN SPACE3.e

3 . R E C R E AT I O N A L PA R K

Recreational parks are open public space, reserved for civic gatherings and recreation.

Often, recreational parks are designed around existing natural features. Its landscape

consists primarily of grassy areas, paved or unpaved walks, and shade trees. Formal

playing fields may be established to serve community needs. The park should be

surrounded by a mix of residential, commercial, and civic buildings. Recreational parks

may also serve nearby institutions, such as schools. Parking needs and other necessary

facilities must also be considered and sensitively integrated with the landscape.

4 . G R E E N W AY S

Greenways provide places for recreation and help maintain the scenic quality of

landscapes. It is important from a transportation mobility and access perspective that

greenways function by connecting places where people want to go: neighborhoods,

business centers, shopping areas, schools and parks. Additionally, greenways provide

an excellent opportunity for embedded community and neighborhood parks. Greenways

also provide opportunities for unique recreational activities such as mountain biking

and equestrian trails.

5 . PA S S I V E O P E N S PA C E

Passive open space provides scenic views and may accommodate greenway trails

and walking paths. Golf courses may also be incorporated into passive open space.

Recreational uses such as playing fields or courts are not typically included however.

Passive open space may be retained to serve individual neighborhoods or the overall

community. Rural and agricultural land may be preserved as passive open space.

ROUTE 57 CORRIDOR PLAN IMPLEMENTATION TOOLKIT DESIGN GUIDELINES

NEW JERSEY DEPARTMENT OF TRANSPORTATIONNEW JERSEY DEPARTMENT OF TRANSPORTATION

INTRODUCTION

� e Route 57 Design Guidelines are intended to serve as a resource for local, county, and state planners,

citizens, and the development community on best practices for placemaking and preservation along

the Route 57 corridor. � ese design guidelines are one piece of a larger implementation toolkit which

outlines planning and analysis methods, regulatory tools, economic development incentives, funding

sources, and other strategies which can be used to advance the vision for long-term sensitive development,

redevelopment, and preservation along the Route 57 corridor. � e four demonstration plans developed

as part of the corridor study include references to these guidelines as noted in the table below.

Demonstration plans provide a framework for community members to discuss key land use and

transportation issues and opportunities. Each model area provides a venue to focus on issues for that

location and similar places. � e demonstration plans are conceptual in nature, and each municipality may

decide which elements, if any, they would like to adopt.

T R A N S I T I O N A L

Street Types Commercial Main Street, Neighborhood Street, Neighborhood Alley, Rural Residential, Rural Road

Frontage Types Shop Front, Porch Front, Residential Yard, Rural Yard

Parking On-Street, Internal Surface, Residential Parking

Open Space Town Square, Greenway, Recreational Park, Neighborhood Park, Greenway, Passive Open Space

S M A L L V I L L A G E

Street Types Neighborhood Street, Neighborhood Alley, Rural Road

Frontage Types Shop Front, Porch Front, Residential Yard

Parking On-Street, Residential Parking

Open Space Neighborhood Park, Recreational Park, Greenway, Passive Open Space

F A R M / V I L L A G E P R E S E R V AT I O N

Street Types Neighborhood Street, Neighborhood Alley, Rural Residential, Rural Road

Frontage Types Shop Front, Porch Front, Residential Yard, Rural Yard

Parking On-Street, Surface, Residential Parking

Open Space Neighborhood Park, Recreational Park, Greenway, Passive Open Space

B O R O U G H / T O W N S H I P

Street Types Commerical Main Street, Neighborhood Street, Neighborhood Alley, Rural Residential

Frontage Types Shop Front, Porch Front, Residential Yard, Rural Residential Yard

Parking On-Street, Surface, Residential Parking

Open Space Town Square, Neighborhood Park, Recreational Park, Greenway, Passive Open Space

Carefully planned open space is a necessary and

critical element of mixed-use centers and the

vitality of the public realm. Open space is a broad

classi! cation for public spaces ranging from

community recreational areas to civic squares.

� e scale, enclosure, and density of surrounding

conditions inform the properties of the open

space: formal/informal, active/passive, and open/

contained. Formal civic spaces should be located

in the center area, serving the area of highest

intensity, while recreational facilities, greenways,

and neighborhood parks should be strategically

placed to serve the mixed-use communities

surrounding the core. Many qualities contribute

to the appeal of open spaces. O" en, environmental

and natural features are integrated into open space

planning. Wetlands, critical slopes, drainage

swales, and vegetation should be conserved

as open public space wherever possible. In

urban settings, water retention systems can be

rethought and formalized as landscape elements

that punctuate design. Attractive civic spaces in

the center, such as canals, ponds, and fountains

promote gathering, interaction, and comfort.

Moveable seating, tables, and elements that are

multi-functional (planters that are at seat height)

allow people to congregate and personally de! ne

spaces. Shade trees, greens, and cooling fountains

help create a comfortable setting.

key principles

Public spaces such as town squares are essential for the

civic identity of commercial areas

Natural features and viewsheds provide ideal locations

for preserved open spaces and greenway trails

Compact residential development with preserved land and

a neighborhood park is an alternative to large-lot zoning

PARKS & OPEN SPACE3.e

1 . T O W N S Q U A R E

A town square is the most formal public space and is generally less than half the size

of a block located at the intersection of important thoroughfares. It is devoted to civic

uses and commercial activity and is surrounded by buildings on all sides. Its landscape

is composed primarily of durable pavement and formally planted trees. Significant

architectural features such as fountains, statues, and other vertical elements help

mark the civic prominence of the square. Such features are most successful when

planned in accordance with a strong visual axis, allowing the square to be visible

from a distance.

2 . N E I G H B O R H O O D PA R K

A neighborhood park is an open public space serving a residential area. The space may

be used for civic gatherings and recreation. Neighborhood parks provide a safe open

area free from moving traffic for children and neighborhood residents. Neighborhood

parks may be bound by residences or small scale institutional or civic buildings to form

a common green. These parks are intended to serve the local area, unlike recreational

parks, which serve a larger residential population.



1 . D E V E L O P M E N T P R I N C I P L E S

The first section, Development Principles, outlines several fundamental recommendations for

development along the Route 57 corridor. The Principles are the foundation of the design guide-

lines document and serve as a framework for assessing the appropriateness of development

throughout the corridor. Because these are principles rather than prescriptive standards, they

provide a simple context for understanding the choices involved when considering new develop-

ment in the region.

2 . P L A C E T Y P E D E V E L O P M E N T G U I D E L I N E S

The second section, Development Guidelines, provides recommendations for five distinct De-

velopment Types that are reflected in the Demonstration Plans. The Development Types vary

in development intensity, from Urban (Downtown) to Rural (Village). Each type has a unique

mixture of uses, street types, frontages, and open space based on its development intensity and

relationship to rural surroundings. The Development Types and related guidelines emphasize the

importance of center-based development.

3 . D E S I G N E L E M E N T S & S TA N D A R D S

The third section, Design Elements & Standards, presents design standards for essential ele-

ments of new development. The elements and standards range from those appropriate in urban

settings to those specific for rural areas. The standards are intended to be general guidelines

for design and implementation, assuring appropriate application while providing a degree of

flexibility.

Development Principles for:

Rural Development

Street Layout

Site Design

Mixed-Use

Parks & Open Space

Design Standards for:

Street Types

Buildings & Frontages

Signage

Parking

Parks & Open Space

Guidelines for:

Downtown

Commercial Center

Neighborhood Center

Rural Neighborhood

Village Centers

CONTENTS PARKING3.d

4 . O N - S T R E E T PA R K I N G

On-street parking provides parking spaces within the thoroughfare right-of-way. It

contributes to the street environment, helping to buffer pedestrian space from vehicular

traffic. Spaces are distributed evenly along the street edge, helping maintain visual

consistency and appeal in downtown areas. On-street parallel parking is preferred over

angled parking on low speed urban streets. Parallel parking provides more space for bike

lanes and wider sidewalks.

5 . R E S I D E N T I A L PA R K I N G

Residential parking is a significant component of residential neighborhoods. Frequently,

driveways and garages have a dominating presence along residential streets. To enhance

the pedestrian-orientation of residential streets and create a stronger connection between

homes and the street, it is encouraged to set residential garages back from the front

entry of residences. Setting garages back separates the house volume from the garage

volume, better balancing the relationship between the home and street, and vehicles and

pedestrians. In higher-density residential areas, residential alleys prove an effective way

of providing private driveways and garages without limiting potential density.

6 . L A N D S C A P I N G , L I G H T I N G , & PA V I N G

Parking, particularly surface parking lots, occupy an increasing percentage of developed

land. Carefully considered landscaping, lighting, and paving can minimize parking lots

effects on pedestrians, surrounding land uses, and the environment. Trees and landscaping

may be used to break-up large expanses of surface parking, provide refuge for pedestrians,

shade vehicles, and collect stormwater runoff. Effective lighting is critical to ensuring

safe and secure parking areas. As part of this role, it is important to carefully calibrate

and direct lighting within the parking area to minimize light pollution. The primary way of

doing this is: to integrate more, smaller (in both height and intensity) lighting fixtures; thus

providing light shields to direct all light downward towards the parking surface, eliminating

light overflow to surrounding uses. Finally, alternative paving materials may be used

to reduce environmental impacts and minimize paved, impervious area. Using pervious

paving materials (such as crushed stone) reduces the volume of stormwater runoff, in turn

reducing or even eliminating the need for stormwater retention ponds.

3 . S U R F A C E PA R K I N G

Surface lots should be placed in the rear of buildings or in block interiors to minimize

visual impact. Landscaping is recommended to break the visual blight of large paved

areas. Trees provide screening and noise reduction to help ease disruption. Well-defined

pedestrian pathways can be used to break up parking rows and provide safe access to

buildings. Plantings within parking lots also help to reduce storm water runoff, filter air,

provide shade, and maintain property values.



� e following Development Principles set a framework for considering development along the Route 57

corridor. Although arranged under seperate headings, it is important to consider then as ! ve interrelated

pieces, contributing to and reliant on each other for successful placemaking. New and in! ll development

should strive to realize these principles to ensure the development of walkable places that minimize land

consumption, balance pedestrian and vehicular tra� c, foster a vibrant mixed-use environment, and

protect and enhance the rural qualities of the region.

A diverse mix of land use types also supports the diverse population mix from youth to elderly that is the

hallmark of healthy and vibrant communities.

DEVELOPMENT PRINCIPLES1

1 . R U R A L D E V E L O P M E N T

Development in rural areas presents a unique set of challenges.

Paramount among these is the efficient use of land area. In rural

settings, compact development strategies are encouraged to

minimize land consumption and allow the set-aside of preserved

open space. Through compact development, connnected open

spaces may be protected as shared parks and greenways,

rather than existing in the form of unconnected lands on large,

private lots. Additionally, compact development allows scenic

viewsheds to be preserved without prohibiting development

altogether. At a broader level, implementation tools such as

Transfer of Development Rights, may be considered to achieve

high-density development within urban areas in exchange for

the permanent preservation of land within rural areas.

discouraged encouraged


The contrasting development strategies above illustrate the

difference between large-lot rural zoning and higher-density cluster

development. Large-lot zoning distributes open space evenly

among large residential lots, whereas cluster development draws

development into a compact center, preserving an untouched ring of

open space at the perimeter and a shared park at the center. The

cluster technique also provides better street connectivity, improved

access, and more efficient provision of emergency and public

services.

2 . S T R E E T C O N N E C T I V I T Y

Despite its importance, street connectivity is often overlooked

when assessing new development. Advantages of an

interconnected street network include enhanced access,

reduced congestion, and more responsive emergency services.

Well-connected residential areas promote pedestrian activity

and encourage walking in place of driving for local trips.

Additionally, this framework promotes mixed-use development

patterns with smaller block sizes and a greater diversity of

building types within close proximity. Small blocks are an

important element within a walkable area. Small blocks help

to create a comfortable scale for pedestrians by creating an

increased sense of location and direction, breaking down the

space between intersections and destinations, and providing

increased visibility for businesses and offices.

Current residential patterns often reduce or eliminate connections

to surrounding neighborhoods and roadways, limiting all traffic

to one outlet. Creating a more interconnected residential pattern

allows more choices, in turn making it possible to reduce lane

widths and reduce vehicle speeds. Doing so also fosters the

connected, accessibke environment needed to create pedestrian

activity. In commercial areas, an inteconnected street network

allows all buildings to have a street presence, improving visibility

and accesability for customers, while reducing the scale of required

parking areas.

� e proper supply, placement and design

of parking is a key element in creating an

environment conducive to pedestrians, bicyclists,

transit users, and those traveling by car. Standard

parking requirements can lead to an oversupply

of parking spaces and open expanses of

asphalt. Reducing minimum o -street parking

requirements and useing average-usage standards

instead of peak-usage standards make additional

land available for development. To reduce surface

parking needs, on-street parking should be

counted towards the required number of spaces.

Large lots of surface parking should also relate

to the established block size of the surrounding

street grid.

key principles

On-Street parking reduces surface parking needs and

buffers the sidewalk realm from the street traffic

Surface parking lots should incorporate landscaping to

break up uninterrupted expanses of paving

Expansive parking lots create a negative visual

environment

PARKING3.d

1 . PA R K I N G L O T L AY O U T

Parking lots should be placed at the rear of buildings rather than directly adjacent to

the roadway. This configuration allows the buildings to be drawn to the street edge and

contribute to the pedestrian atmosphere of the street, and also provides convenient

building entry access from the sidewalk and for transit. This strategy reduces walking

distances and enlivens the streetscape while leaving parking quantity unchanged.

Parking lots should provide clear, safe pathways for pedestrians. It is important to have

direct and well-marked circulation between parking spaces and building entrances. Parking

rows should be organized perpendicular to the building. This limits the number of aisle

crossings and creates a clear, direct route for pedestrians. Parking areas should integrate

paved paths that are comfortably separated from the parking aisles. As with streetscapes,

trees should be provided to shade walkways. Buildings with both street frontages and

parking lot frontages should provide two entrances, one providing access from the street

sidewalk and another providing access from the parking area. Pedestrian alleys may

also be provided as links between the street and parking area. New development shall

provide a direct, unobstructed pedestrian access way from the public street to the building

entrance. This access way should be a standard sidewalk with pavement markings at any

places it crosses parking rows or service drives.

2 . S T R U C T U R E D PA R K I N G

Structured parking allows for an efficient use of space in high density areas. Garages

eliminate the need for extensive surface parking and help maintain a consistent density

within downtown areas. Garages should be located within block interiors with liner

buildings or as stand alone structures with careful attention to facade articulation that

reflects the proportion, rhythm and massing of surrounding buildings.



3 . S I T E D E S I G N & PA R K I N G

Successful site design balances car and pedestrian accessibility

and creates a presence that is welcoming to both from the street.

A key factor is the organization of buildings and parking relative

to adjacent streets. Frequently, conventional development

places buildings far back from the road, leaving a large, open

expanse of pavement visible to visitors from the roadway. A

more desirable alternative reverses this placement, drawing

the building to the street edge and moving parking to the rear.

Doing so provides a prominent and pedestrian-friendly edge for

the site - one where buildings frame the street, giving them

an urban quality with entrances fronting the sidewalk while

presenting a more attractive and inviting look to the public.

Additionally, the visual impact of parking is minimized, as it

is shielded to the rear of the buildings. It is important to note

that standard parking requirements can lead to an oversupply

of parking spaces and open expanses of asphalt. Reducing

minimum off-street parking requirements and setting average-

usage standards in place of peak-usage standards reduces

parking needs and required development area.


The primary determinants in Site Design are parking and access.

To meet these needs, parking is frequently pulled to the street

edge, leaving buildings at the back of the site. As a result, parking

dominates the street edge and the building can do little to welcome

pedestrians. An alternative approach reverses this convention,

moving the building to the street edge and moving the parking

behind. By turning the building towards the street and shifting

parking away from it, a street-friendly and pedestrian accessible

result can be realized.

4 . M I X E D - U S E

Mixed-Use development provides a diverse range of commercial

stores, shops, restaurants, and housing within a compact,

walkable area. To be successful, mixed-use development must

provide strong connections between different uses, allowing

residents, employees, and patrons to naturally overlap and

cross between uses. Creating a compact and interconnected

street network also enhances opportunities for pedestrians and

cyclists and also allows users to park once and walk between

several uses in a single trip. Customers can make multiple

shopping stops at the same location, requiring a single trip,

instead of driving from one shopping center to the next to fulfill

their needs. Additionally, the diversity of uses balances activity

between the daytime, nightime, and weekend hours, fostering

a busier, safer, and more exciting environment for all residents,

employees, and visitors and at all times of day.


A fundamental part of Mixed-Use development is the integration of

land uses. Often this is done by locating one use on the ground floor

with different uses on upper stories. In lower density scenarios,

the integration relies on a strong street network to connect diverse

uses. The above illustrations show the use of connections to draw

together residential and commercial blocks into a unified center.

5 . PA R K S & O P E N S PA C E

Carefully planned open space is necessary to maintain the

richness of rural areas over time. Open space is a broad

classification for public spaces ranging from community

recreational areas to town squares. Formal civic spaces, such as

town squares, should be located in urban settings serving areas

of highest intensity, while recreational facilities, greenways,

and preserved open spaces should be strategically placed to

serve the community at large. Often, environmental and natural

features are integrated into open space planning. Viewsheds

and natural features, including waterbodies, wetlands, and

steep slopes, should be preserved as open public space

wherever possible.

greenway connection neighborhood park

Open spaces serve a variety of uses as connectors - such as

greenways - and community spaces - such as a neighborhood park.

Open spaces and parks should be located to serve a broad population

and provide maximum access to natural features.

Signage must be responsive to its context. Signs

that are sensitive to nearby non-commercial uses,

respect the scale and proportion of buildings, and

contribute to the ambiance of a place can help

secure and maintain a healthy economic climate.

� e character of the community, neighborhood,

or district should be re� ected in the design of

signage. Commercial districts that are spread

out along corridors are primarily accessed by car

while some business districts are compact mixed-

use areas easily transversed on foot. Additionally,

communities that are rich with historic buildings,

must carefully locate and size signage to respect

the architectural character of the area.

key principles

The clearest signage uses few colors and consistent type

styles and sizes

Sign size and placement is dependent on the surrounding

environment (high-speed or slow-speed road) and

intended viewer (motorist or pedestrian)

Scale and design must respect local architectural

character

SIGNAGE3.c

1 . V I S I B I L I T Y & L E G I B I L I T Y

Placement is critical to a sign’s visibility, particularly along higher-speed roadways. As

speeds increase, a driver’s visual field decreases, restricting peripheral vision. Lowering

speeds and placing signs close to the right-of-way helps drivers to detect and read signs

from a longer distance. Signs placed outside of the driver’s cone of vision are either

distracting or unnoticable. In addition to placement, the format and design of the sign

are also important factors in readibility. For example, using a minimal number of words

allows for larger letter size and in turn increased clarity and quicker response time.

Increasing letter-spacing and using mixed-case letters also help to make information more

legible from greater distances. Colors may be used to provide contrast between titles

and information and the background of the sign. Colors, however, should be used with

restraint to limit distractions to motorists and negative effects on the surrounding visual

envrionment.

2 . S I Z E & P L A C E M E N T

Signage in walkable areas should be oriented to both moving vehicles and pedestrians.

Because buildings are closer to the street, signs should be smaller and placed at a lower

height, preferably at the ground floor level. A variety of signs may be used, including:

awnings, hung signs, storefront window signs, and signs fixed to building facades.

Because movement is slower, signs may incorporate multiple colors and text types.

Many times, the primary entrance to commercial uses is from a parking lot. This presents

a difficult scenario for signage. It is often necessary to place signage along the roadway,

visible to motorists, to advertise the retail and commercial uses that the parking lot serves.

The latter option should be integrated with the buildings and landscaping and incorporate

clear directional information for motorists. Tall masts and multiple individual signs are

discorouged. It is preferential for each store to have individual signage integrated within

the building facade and elevated to ensure visibility across the parking area.



Downtown areas are focal points for the larger region. � ey are

characterized by a higher-intensity and mixture of land uses

than surrounding areas. Mixed-use blocks oriented around

a Main Street de! ne the center of the downtown. � e Main

Street must be low-speed and pedestrian-friendly, creating a

walkable environment between small shops, stores, and o� ces.

Higher-density residential areas are encouraged within close

walking distance to the Main Street.

E X A M P L E F E AT U R E S

DOWNTOWN DEVELOPMENT GUIDELINES2.a

1

3

2

4

1 Main Street

2 Mixed-Use Buildings Framing Main Street

3 Greenway along River

4 High-Density Residential Blocks

1 . S T R E E T L AY O U T & C O N N E C T I V I T Y

Street Types

Main Street, Neighborhood Street, Neighborhood Alley

The Main Street is the commercial center of Downtown and

must be pedestrian-friendly, providing wide sidewalks, shade

trees, and safe crosswalks. For higher-density residential

areas, alleys are recommended to accomodate parking and

service needs.

Connectivity & Block Size

300-600’ blocks

Because of the building density, small block sizes are

appropriate in the Downtown area, with commercial uses

having the smallest blocks, gradually giving way to larger

residential blocks. The tight network provides many routes for

pedestrians, connects parking lots, and joins the residential

and mixed-use areas.

3 . M I X O F U S E S

Types of Uses

Storefront Retail, Restaurant, Office, Service, Multi-Family

Residential, Single-Family Residential

Downtown has the largest diversity of uses, combining retail

and office in close connection to residential and other varied

uses. This mixed-use quality is important to the vibrance of

downtown, creating an energized streetscape for residents,

patrons, and workers.

2 . S I T E D E S I G N

Building Height & Setbacks

2-5 stories, 0-15’ setbacks (20’ for residential)

The tallest buildings making up the Downtown Main Street

provide a sense of spatial enclosure, creating an ‘urban room’

for pedestrians. Setbacks should be minimized, with no

setback along primary commercial streets.

Parking

On-Street, Surface, Residential, future potential for Structured

On-Street parking is encouraged along both commercial and

residential streets. Surface parking should be placed to the

rear of buildings, shielded from the sidewalk and Main Street

setting. As density increases over time through redevelopment,

structured parking may become a feasible option.

4 , PA R K S & O P E N S PA C E

Integration of Open Spaces

Town Square, Greenway, Recreational Park

Due to its development intensity, Downtown has limited

opportunities for open space. A Town Square is the most

appropriate type of open space and is encouraged to establish

a public civic space at the center of Downtown. Greenways

may provide connections to downtown from surrounding areas

and Recreational Parks may be placed at the edge of Downtown

to serve the community at large.

BUILDINGS & FRONTAGE TYPES3.b

4 . S H O P F R O N T

A shop front is intended to promote retail ac-

tivity. The front building facade should be at

or near the edge of the right-of-way. Higher

ground floor heights ensure a civic presence

at street level. The ground floor often has

large windows, drawing attention inward

and allowing pedestrians to window shop.

Awnings and signage may cantilever over the

right-of-way.

5 . P O R C H F R O N T

A porch front is designed to promote social in-

teraction between pedestrians and residents of

individual houses without compromising the pri-

vacy of those same residents. It is typically found

in American neighborhoods built between 1890

and 1940.

6 . R E S I D E N T I A L YA R D

A resdiential yard uses a substantial building

setback. The front yard created may be fenced or

unfenced and should have similar landscaping to

adjacent yards. With the deep setback as a buf-

fer, a large lawnfront can be suitable for higher

speed thoroughfares.

7 . R U R A L R E S I D E N T I A L YA R D

A rural residential yard is applicable in rural

residential areas. To maintain rural character,

homes and buildings are substantially setback

from the roadway. Within scenic rural areas, the

placement of residences should be sensitive to

viewsheds and open spaces to preserve the rural

experience along the roadway.



Conventional commercial centers are predominately single-

use, car-oriented destinations. However, incorporating

mutliple uses into walkable, pedestrian-friendly environment is

much more desirable. Ideally, commercial centers will include

a mix of retail and o� ce uses, with connected residential uses

at the periphery. A centralized public space is encouraged to

establish the identity of the center as a community center and

not solely a destination for shopping. A healthy center is busy

throughout the day and the evening, not just from 9-5 and

vacant during the evening.


COMMERCIAL CENTER DEVELOPMENT GUIDELINES2.b

1 Commercial Blocks

2 Walkable Main Street, separate from main arterial roadway

3 Connection to Residential Neighborhood

4 Small Park and Greenway Trail

1

3

2

4


Street Types

Main Street, Neighborhood Street, Neighborhood Alley

Commercial Centers should include a Main Street that is located

off of the main arterial roadway. The Main Street is lower-

speed and walkable and provides a pedestrian environment

not possible on arterial roadways. Additional commercial and

neighborhood streets can branch off of this main connector.


300-800’ blocks

Because of the building density, small block sizes are appropriate

in the Commercial Center. Block sizes for commercial uses

must be expanded to accomodate large retail stores without

disrupting the overall block network. Where there are smaller

scale storefronts, office uses, and residential, the block size

may be reduced.


Types of Uses

Large Retail, Storefront Retail, Restaurant, Office, Service,

Multi-Family Residential, Single-Family Residential

Although Commercial Centers are decidedly retail in nature,

a diverse integration of uses, including storefront retail,

office, and residential is recommended. This mixed-use quality

is important to the vibrance of a Commercial Center, creating an

energized streetscape for residents, patrons, and workers.



2-4 stories, 0-20’ setbacks (30’ for residential)

The tallest buildings making up the Commerical Center should

be concentrated around the Main Street to provide a sense

of spatial enclosure, creating an ‘urban room’ for pedestrians.

Setbacks should be minimized, with no setback along Main

Street.

Parking

On-Street, Surface, Residential

On-Street parking is encouraged along both commercial and

residential streets. Surface parking should be placed to the

rear of buildings, shielded from the sidewalk and Main Street

setting. Large surface parking lots should be placed within the

interior of blocks and arranged to maximize sharing between

multiple uses.



Town Square, Greenway, Recreational Park

Due to its development intensity, Commercial Centers allow

limited opportunities for open space. A Town Square is the

most appropriate type of open space and is encouraged to

establish a public civic space at the core. Greenways may

connect between the center and peripheral areas. Recreational

Parks may be integrated at the edge of the commercial area to

serve the community at large. Center-based parks and open

space tend to be more structured than natural rural parks and

open space.

Conventional development is becoming oriented

towards the automobile at an increasing rate. By

simply recon! guring a site, building placement

can reduce walking distances for customers and

make streets more useful for pedestrians, transit

users, and bicyclists. Buildings should be drawn

to the street edge to create a de! ned edge and

provide “spatial enclosure,” an important quality

for a pedestrian-friendly streetscape. Building

entries should border main streets and public

thoroughfares to foster a vibrant, walkable

environment.

key principles

Buildings should be oriented towards the primary street

Building entries enliven the sidewalk and invite pedestrians

inward

Setbacks needs differ dramatically between urban and

rural settings

BUILDINGS & FRONTAGE TYPES3.b

1 . B U I L D I N G F R O N TA G E & E N T R Y

Building frontages are the interface between the public street and the building interior.

Treatment of building fronts should reflect the use of the interior space. Retail frontage

(storefront) is intended to draw the public into the interior, while residential frontage

(setback with raised porch) protects the privacy of the interior, yet allows the residents to

observe and engage with neighbors and passers-by. The ground level should always be

given the most careful consideration. Ground floor heights, facade articulation, setbacks,

and entry design have a critical impact on the overall street environment. The dimensions

and relationships between elements vary depending upon building types and uses, vehicle

traffic, and pedestrian traffic.

2 . B U I L D I N G S C A L E & M A S S I N G

Building massing describes the physical form of a building or group of buildings. In order

to maintain a comfortable feeling of scale, building massing must be carefully considered

in building design. Massing should be compatible with surrounding buildings to create a

streetscape that maintains a consistent scale while allowing unique articulation between

buildings. A single, uniform building mass should be avoided. Variations in height and

horizontal divisions may be used to create façade articulation. Visual aspects of larger

buildings must be detailed to maintain a sense of human scale, particularly at the

pedestrian level.

3 . B U I L D I N G S E T B A C K S

Building setbacks determine a building’s relationship to the street. Drawing buildings

to the edge of the street creates a human-scaled pedestrian environment with a clearly

defined edge. Using buildings to transform the street into a “public room” is essential

to creating an attractive, walkable streetscape. Certain elements such as parking lots

and large building setbacks discourage the sense of spatial enclosure and result in an

unfriendly pedestrian environment that welcomes cars instead of people.

In rural settings, setbacks must be treated differently. To protect the rural quality of

roadways, larger setbacks are often desirable. When determining rural setbacks, care

should be given to the presence of viewsheds and scenic moments along the roadway.

Ideally, buildings can be positioned to remain outside of viewsheds, preserving the scenic

qualities of the roadway.



Neighborhood Centers should provide a range of residential

housing types and lot sizes. Generally, this includes a balance

of single-family residences and some multi-family housing.

A central, neighborhood park is an excellent asset for a

neighborhood center, and is strongly encouraged. Connections

should be made to surrounding neighborhoods or commercial

centers wherever possible. Where roadway connections are

not feasible, greenway connections are recommended.


NEIGHBORHOOD CENTER DEVELOPMENT GUIDELINES2.c

1 Single-Family Residential

2 Multi-Family Residential

3 Neighborhood Park

4 Greenway Trail

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3

2

4


Street Types

Neighborhood Street, Neighborhood Alley

Neighborhood Streets are the primary street type within

Neighborhood Centers. Because of the residential character

of these centers, commercial streets are limited, and the range

of commercial activities should be focused on serving the local

population.


200-600’ blocks

Block size should relate to the lot size and density of residences.

Higher-density blocks allow for smaller block sizes, where

lower density areas may have larger scale blocks. Connectivity

with adjacent land uses, primarily nearby neighborhoods,

is encouraged. Where street connections are not feasible,

greenways are recommended.


Types of Uses

Storefront Retail, Office, Multi-Family Residential, Single-

Family Residential

While predominately single-family residential, Neighborhood

Centers should incorporate some degree of mixed-use, primarily

in the way of multi-family residential. Storefront retail and

office may be integrated at a residential scale.



1-3 stories, 10-35’ setbacks

The majority of buildings in Neighborhood Centers are

residential. As such, buildings have a reduced scale and

deeper setbacks in comparison to Downtowns and Commercial

Centers. Shorter setbacks and appropriate building types are

recommended for higher-density residential blocks.

Parking

On-Street, Residential

On-Street parking is suggested in higher-density residential

areas. Where block sizes are bigger, on-street parking may

fully give way to residential driveways and garages. Where

garages are present, it is important to set them to the side

and rear of the residence, so that they do not dominate the

residential frontage.



Neighborhood Park, Greenway

Ideally, Neighborhood Centers incorporate a shared green space

at their core. Neighborhood Parks may vary in scale, but are

intended to serve local residents as recreational and gathering

space. If possible, it is suggested to integrate greenway trails

linking the neighborhood to surrounding neighborhoods and

open spaces.

STREET TYPES (cont inued)3 .a

4 . R U R A L R O A D

A rural road is a small-scale connector route. Roads provide

frontage for low-density buildings such as houses. A rural

road is lined with pathways instead of sidewalks and has

open drainage. Roads may be lined with existing trees

and natural vegetation and may or may not accommodate

informal off-street parking.

5 . R U R A L R E S I D E N T I A L S T R E E T

A rural residential street is a local low-speed thoroughfare

within a low-density rural area. A rural residential street

is lined with pathways instead of sidewalks and has

open drainage. Streets may be lined with existing trees

and natural vegetation and may or may not accommodate

informal off-street parking.

6 . F A R M - U S E PAT H

Farm-use paths are designed to be a safe alternative to the

higher speed and higher traffic roadways for transporting

farm vehicles and equipment. Farm-use paths should be

surfaced with gravel to maintain rural character and allow

unimpeded drainage.



Rural Neighborhoods are smaller in scale than Neighborhood

Centers. Although smaller in scale (they occupy less land),

rural neighborhoods should strive to maintain a density

equal to neighborhood centers to maximize preserved land.

Rural neighborhood planning must be particularly sensitive

to existing natural features, agricultural land, and viewsheds

when positioning development. Rural neighborhoods are

predominately single-family residential, but may incorporate

multi-family and small scale retail and farm uses.


RURAL NEIGHBORHOOD DEVELOPMENT GUIDELINES2.d

1 Compact Center with Small Park

2 Greenway Trail

3 Roadside Farm Stand

4 Farm-Use Path

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3

2

4


Street Types

Rural Residential Street, Rural Road

Rural Residential Streets are the primary street type within

Rural Neighborhoods. Because of the rural character of

these centers, streets do not require curbs and gutters or

fixed sidewalks. Off-road paths are often a more appropriate

solution than formal sidewalks.


200-400’ blocks

When a Rural Neighborhood takes a compact form, block sizes

should remain relatively small. However, some situations do

not allow typical, defined blocks, in which case no maximum

block size is applicable. In such situations, it is still important

to maintain a connected street network.


Types of Uses

Single-Family Residential, Multi-Family Residential

While predominately single-family residential, Rural

Neighborhoods may incorporate a limited amount of multi-

family residential, typically positioned at the center of the

developed area.



1-3 stories, 15’ minimum setback

The majority of buildings in Rural Neighborhoods are residential.

As such, buildings have a reduced scale and greater setbacks

in comparison to Downtown and Commercial Centers. Due to

the varying rural quality of such neighborhoods, no maximum

setback is established.

Parking

Residential

In a rural setting, formal on-street parking is rarely required

or appropriate. For residential parking, it is important to set

garages to the side and rear of the residence, so that they do

not dominate the residential frontage.



Neighborhood Park, Greenway, Passive Open Space

Rural Neighborhoods provide a great opportunity for open

space preservation, typically at the periphery surrounding

the developed area. Neighborhood Parks are recommended

at the core. If possible, greenway trails may be integrated to

link Rural Neighborhoods with surrounding neighborhoods and

open spaces.

Streets and corridors provide the framework for

the center. E ective street design is critical to the

success of a mixed-use activity center. Streets

must provide an e� cient and balanced network

for vehicles, bicycles, and pedestrians to mix

together in pursuit of the many everyday activities

that make for healthy and vibrant communities.

A diverse and interconnected roadway fabric

provides multiple routes of access and evenly

distributes street activity. � e dispersal of vehicle

loads allows streets to remain narrow and be

treated at a human scale. Streetscape elements

provide a so" ened appearance and enhance

the quality and appeal for pedestrians. Narrow

road widths naturally reduce travel speeds

and give greater spatial enclosure to the street

environment.

key principles

Streets must balance vehicular and pedestrian traffic

and support a variety of activities, age groups, and life

stages.

Narrow lane widths reduce vehicle speeds

Street Trees and On-Street parking create a buffer

between the pedestrian realm and vehicular traffic

STREET TYPES3.a

1 . C O M M E R C I A L M A I N S T R E E T

A main street provides low-speed access to high density

mixed use commercial and residential areas. A main street

may serve as a focal street within a mixed-use center.

The narrow street width, on-street parking, street trees,

and small setbacks create spatial enclosure. Sidewalk

bulb-outs may be used to minimize pedestrian crossing

distances. Individual street trees are typically planted in

planting wells. Main Streets have a raised curb and closed

drainage.

2 . N E I G H B O R H O O D S T R E E T

A neighborhood street is a local low-speed thoroughfare

connecting residential and mixed-use areas. Neighborhood

streets include sidewalks and street trees. Small building

setbacks, such as dooryard or stoop fronts, contribute to

the street’s spatial enclosure. Some provide for residential

on-street parking. Neighborhood streets have curb and

gutter drainage.

3 . N E I G H B O R H O O D A L L E Y

A neighborhood alley provides rear access to garages and

driveways, enhances the privacy of rear yards, and provides

play areas for children. Alleys are appropriate in higher-

density residential areas and allow for private driveways

and garages while maintaining density. Alleys may be

paved or use a gravel surface.



Partly owing to the historical presence of the Morris Canal,

the Route 57 corridor has a strong heritage of compact port

villages centered on commercial and transportation hubs.

As a development type, Village Centers, borrow from this

historical antecedent. Village centers are characterized by

a small, mixed-use core surrounded by residential uses. An

essential component of Villages is their strong connection to

surrounding natural features and open spaces. By focusing

development towards the core, a green bu er may be created

around the village, closely integrating open spaces with the

developed center.


VILLAGE CENTER DEVELOPMENT GUIDELINES2.e

1 Mixed-Use Blocks at Center

2 Residential Blocks

3 Recreational Park linked to Natural Features

4 Preserved Open Space

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3

2

4


Street Types

Neighborhood Street, Neighborhood Alley, Rural Road

Neighborhood Streets are the primary street type within Village

Centers. Because of the residential character of these centers,

commercial streets are limited, but may be present at the core

of the village.


200-400’ blocks

The mixed-use Village core should have small block sizes to

accomodate a limited, but dense, collection of small retail

uses. Residential block size should relate to the lot size and

density of residences. Higher-density blocks allow for smaller

block sizes, where lower density areas may have larger scale

blocks.


Types of Uses

Storefront Retail, Office, Multi-Family Residential, Single-

Family Residential

While predominately single-family residential, Village Centers

should incorporate mixed-use at their core, including, small-

scale storefront retail and office. Multi-family residential may

also be integrated at the core and within surrounding blocks.



1-3 stories, 10-35’ setbacks (15’ minimum for Residential)

The majority of buildings in Village Centers are residential.

As such, buildings have a reduced scale and greater setbacks

in comparison to Downtown and Commercial Centers. Due to

the varying rural quality of Villages, no maximum setback is

established.

Parking

On-Street, Residential

On-Street parking is suggested in higher-density residential

areas. Where block sizes are bigger, on-street parking may

fully give way to residential driveways and garages. Where

garages are present, it is important to set them to the side

and rear of the residence, so that they do not dominate the

residential frontage.



Neighborhood Park, Recreational Park, Greenway, Passive

Open Space

Village Centers provide a great opportunity for open space

preservation, typically at the periphery surrounding the

developed area. Neighborhood Parks are recommended at the

core. If possible, greenway trails may be integrated to link

Villages with surrounding neighborhoods and open spaces.

DESIGN ELEMENTS & STANDARDS3

Each of the place types presented in Section 2 requires a unique combination of street types, building

frontages, signage, parking, and open spaces. Just as the place types vary in terms of development intensity

from Downtown to Village, so to do the design elements that compose new development. Within the

transition from urban to rural, di erent design elements are appropriate at each scale. For example,

Downtown may be characterized by a Main Street, shop fronts, and on-street parking. Conversely, a

Village Center typically includes mostly residential streets and yards, and limited on-street parking. � e

following graphic illustrates this relative transition for Streets, Building Frontage, and Parks and Open

Space.

D E S I G N E L E M E N T S : T R A N S I T I O N W I T H D E N S I T Y

STREETS

Main Street Neighborhood Street Rural Road Farm-Use Path

Shop Front Stoop Front Neighborhood Yard Rural Yard

Town Square Neighborhood Park Active Recreational Park Passive Open Space

BUILDING FRONTAGE

PARKS & OPEN SPACE

urban high density low density rural

3.e parks & open space design guidelines...design guidelines new jersey department of...

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